JP2007162936A - Torsional vibration damper - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a torsional vibration damper for a bridge clutch of a hydrodynamic clutch unit with at least two damping units so that the undesirable vibration or noise is not perceived any longer. <P>SOLUTION: The torsional vibration damper for the bridge clutch of the hydrodynamic clutch unit has a drive side damping unit equipped with the drive side transfer element which can connect with a housing of the clutch unit for motion and act on an intermediate transfer element through the drive side energy storage unit group and a driven side damping unit to establish the motion connection between the intermediate transfer element and the driven side transfer element connected with the driven side composing element of the hydrodynamic clutch unit by using the driven side energy storage unit group. The specified stiffness ratio (SR) is obtained between the energy storage unit of the first energy storage group and the energy storage unit of the second energy storage group, and the energy storage unit of the drive side energy storage group has the different stiffness from the given stiffness of the energy storage unit of the driven side energy storage group. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a torsional vibration damper of a bridge clutch of a hydrodynamic clutch device corresponding to the preamble (so-called part, preamble part) of claim 1, claim 6, claim 10 or claim 15.

  For example, Patent Document 1 discloses a torsional vibration damper of this type. A hydrodynamic clutch device realized in the form of a torque converter is designed with a bridge clutch. A friction surface is provided on a side surface of the clutch piston facing the clutch housing, and the friction surface allows the piston to be frictionally coupled to the opposing friction surface of the clutch housing via the intermediate plate. The bridge clutch establishes an operational coupling between a clutch housing that is non-rotatably attached to a drive unit such as a crankshaft of an internal combustion engine and a torsional vibration damper. That is, a coupling is established between the clutch housing and the drive-side transmission element of the torsional vibration damper, which transmission element is attached to the intermediate plate in a non-rotatable but free axial movement. The drive-side transmission element cooperates with an energy storage device of the drive-side energy storage group and a cover plate that functions as an intermediate transmission element to form a drive-side damping device. Cover plates that are separated by an axial distance cooperate with the energy storage device of the driven energy storage group and the driven transmission element to form a driven damping device for its own part. This is non-rotatably coupled to a driven component such as a gearbox input shaft.

  Considering a free vibration system having a hydrodynamic clutch device, the drive transmission system of an automobile can be decomposed into approximately six mass bodies. The drive with the pump wheel represents the first mass, the turbine wheel represents the second mass, the gearbox input shaft represents the third mass, the universal shaft and the differential represent the fourth mass. Wheel represents the fifth mass, and the entire vehicle represents the sixth mass. In the case of a free vibration system having n = 6 mass bodies, it is known that there are n-1 natural frequencies, ie five natural frequencies, and these initial natural frequencies are Related to rotation and not important for vibration damping. The rotational speed at which the natural frequency is excited depends on the number of cylinders of the drive unit designed as an internal combustion engine. FIG. 2 shows a logarithmic plot of the amplitude-frequency curve at the turbine wheel of a hydrodynamic clutch device.

  In an effort to minimize fuel consumption, there is a tendency to close the bridge clutch even at very low speeds in order to minimize the loss of hydrodynamic circuitry caused by slip. With respect to the bridge clutch, this means that the bridge clutch actually exceeds the first and second natural frequencies EF1 and EF2, but may still be below the third and fourth natural frequencies EF3 and EF4. Means closed. While the first two natural frequencies EF1 and EF2 of the hydrodynamic circuit of the hydrodynamic clutch device can be attenuated, the drive transmission system is excited and the third and fourth natural frequencies EF3 and EF4 can generate undesirable noise in the path. The third natural frequency EF3 may have a particularly large amplitude.

  Returning to Patent Document 1, for example, the torsional vibration damper according to FIG. 1 has two damping devices, in which case the drive side device is non-rotatably coupled to the intermediate plate as a component of the bridge clutch, The damping device is non-rotatably coupled to the gearbox input shaft as a driven component of the hydrodynamic clutch device. A turbine wheel that effectively functions as a mass element between the two damping devices is coupled to the intermediate transmission element.

  Due to the way in which the turbine wheels are combined, the drive-side damping device acts as a torsional vibration damper (TD) of the type called “standard TD” among the experts, and as viewed by itself, in FIG. Will provide the attenuation curve shown. In the case of the amplitude-frequency curve in the turbine wheel of the hydrodynamic clutch device schematically shown as a logarithmic plot in FIG. 2, the standard TD is that of the third natural frequency EF3 and the fourth natural frequency EF4. Both amplitudes will be lowered. However, at the third natural frequency EF3, as can be seen from FIG. 3, there will remain a clear increase in rotational fluctuations in the speed range around 1,500 rpm.

  In the case of the torsional vibration damper according to Patent Document 1, the driven-side damping device and the driven-side transmission element can rotate with respect to the turbine wheel attached to the intermediate transmission element. It acts as a torsional vibration damper of the type called “torsion damper” or “TTD”, which, when viewed, results in the damping curve shown in FIG. 3, in which the third natural frequency EF3 is The resulting increase in rotational fluctuations will shift to the range of about 1,000 rpm and will therefore cause very few problems in the normal rotational speed range.

  In contrast to the above description, the torsional vibration damper according to US Pat. No. 6,057,089, referred to among experts as “two damper converters” or TDC, is standard TD as a drive-side damping device that reduces the natural frequencies EF3 and EF4, Designed with TTD as a driven-side damping device, this shifts the disturbing natural frequency EF3 to a lower speed that hardly occurs even if there is perceptible noise. Thus, the attenuation curve shown in FIG. 3 can be achieved by TDC.

  This type of damping curve can thus be operated with a fully engaged bridge clutch in the lower part load range associated with fuel savings without having to accept the disadvantages of annoying vibrations or noise forms. Desirable for vehicles. However, it can be seen that even the damping curve provided by the TDC is still insufficient as long as the bridge clutch is closed even at speeds as low as 1,000 rpm.

German Patent Application No. 10358901A1 (corresponding to JP 2004-308904 A)

  The present invention is based on the task of designing a torsional vibration damper for a bridge clutch of a hydrodynamic clutch device having at least two damping devices so that undesirable vibrations or noises are no longer perceptible.

  This object is achieved by the features of claims 1, 6, 10 or 15.

  According to the present invention, the torsional vibration damper has at least two energy storage device groups. The first energy storage group, preferably the drive-side energy storage group, is at least two different energy storage devices for generating a characteristic having at least two parts, or at least a single part is sufficient to generate a characteristic It has one energy storage device. According to claim 1 or claim 6, the second energy storage group of the torsional vibration damper, preferably the driven energy storage group, according to claim 1 or claim 6, has at least two different energy storage devices for generating a characteristic having at least two parts. On the other hand, according to claim 10, the same energy storage device is exclusively used to generate a characteristic having one part.

  In the design of the torsional vibration damper according to claim 1, it is ensured that a predetermined stiffness ratio SR is obtained between the first energy storage devices of all energy storage groups. By configuring them so that the first part of the characteristics of the two energy storage groups end up with different torque values ME1, ME2, the two characteristics more The displacement to the hard second energy storage device occurs without an inflection point in the characteristic or a region having a clearly perceptible discontinuity, the inflection point or discontinuity representing the sum of the two original characteristics, Therefore, it is called “addition characteristic”. This effect is achieved when the torque present in the torsional vibration damper is sized to match at least one end of the first part of the characteristic and at least one start of the second part of the characteristic; It is particularly advantageous if it changes to other parts of this characteristic as a result of small torque changes. The part of the characteristic that acts at that time will change very often in this way if the distortion vibration of the alternating sign is superimposed on this amount of torque. By appropriate configuration of the characteristic, it is possible to additionally or alternatively ensure that the corresponding inflection point between the two parts of the characteristic exists in the partial load range relevant to economy, This range is usually present when the throttle valve is at an opening angle in the range of 25-50%. With this type of design, the torsional vibrations described above cannot cause a change in characteristics from one part to the other.

  Depending on the design of the torsional vibration damper according to claim 6, the predetermined stiffness ratio SR is preferably the same energy storage device of the first energy storage group and preferably of the second energy storage group. It is possible to ensure that it is acquired with the first energy storage device. The first energy storage group is advantageously designed for a relatively low stop torque, in which case this stop torque is one of the torques that can be supplied by a drive such as a crankshaft of an internal combustion engine. It corresponds only to the part. This means that if the torque transmitted from the drive unit does not exceed the stop torque, both the first energy storage group and the second energy storage group act, whereas the torque to be transmitted is equal to this value. Means that only the second energy storage group is active. The advantage of such a design is that the stiffness of the first energy storage group can be very low because the first energy storage group does not have to absorb all of the torque that the drive can supply. . For this reason, the first energy storage group is preferably arranged radially outside the driven energy storage group, and in this way the spring gains a longer travel distance.

  In this design of a torsional vibration damper, the additive characteristic formed from a single first characteristic and a second characteristic composed of two parts is again essentially an inflection point or a clearly perceptible defect. Does not have a continuous area.

  11. The torsional vibration damper design of claim 10, wherein the predetermined stiffness ratio SR is such that the first energy storage group exclusively identical energy storage device and the second energy storage group exclusively identical energy. It can be guaranteed that it will be acquired between storage devices. One of the energy storage groups is preferably designed such that its characteristic ends with a predetermined first torque value ME1, whereas the other energy storage group characteristics end with a second torque value ME2. In this case, the second torque value ME2 should be the maximum possible torque magnitude that can be transmitted by a drive unit such as a crankshaft of the internal combustion engine, and is slightly increased by the first torque value ME1. Should only be surpassed. If torque is transmitted from a drive of this kind of design, the lower torque value ME2 cannot be exceeded, and thus both energies as long as the torque to be transmitted from the drive remains below the maximum possible torque. The storage group remains effective, which means that both groups remain effective during almost all operating phases. The higher torque value ME1 is advantageously in the range of 110 to 120% of the torque that can be supplied by the drive, whereas the lower torque value ME2 is 80 to 100% of this torque. Should be in range. Accordingly, the lower torque value ME2 is preferably 10 to 40% smaller than the higher torque value ME1.

  Thus, the selection of the corresponding torque value is not only for the design of the torsional vibration damper according to claim 10 but also for the design of the torsional vibration damper according to claims 1, 6 and 15. Can be advantageous. The higher torque value ME4 for the latter design is assigned to the second part of the second characteristic of the energy storage group with higher stiffness, whereas the lower torque value is assigned to the first characteristic ( It is assigned to the second part of the torque value ME3) or to a single part of the first characteristic (torque value ME1) of the energy storage group with lower stiffness.

  In the torsional vibration damper design of claim 1 or claim 6, lower torque values ME1, ME3 are assigned to the first energy storage group and higher torque values ME4 are assigned to the second energy storage group. It is advantageous to be assigned. However, in the case of the torsional vibration damper design according to claim 10, a higher torque value ME1 is assigned to the first energy storage group and a lower torque value ME2 is assigned to the second energy storage group. . Nevertheless, in all of the aforementioned designs of torsional vibration dampers, it may also be possible and advantageous to arrange the two energy storage groups in opposite ways with respect to each other. The torsional vibration damper design according to claim 15 also enables both of these possible arrangements.

  Accordingly, the lower torque value is preferably 10-40% less than the associated higher torque value in each case. As a result, the associated summing characteristics are at least essentially in the region of the majority of the torque introduced, i.e. inflection points in the range of about 80-100% or areas with a clearly perceptible discontinuity. Does not have. This is particularly true for torsional vibration damper designs in which both of the energy storage groups are equipped only with the same energy storage device, and each of them has a single part characteristic.

  An advantageous range for a given stiffness ratio SR of both designs of the torsional vibration damper of the invention is given in the claims.

  The intermediate transmission element of the driven-side damping device and the opening of the driven-side transmission element so that the openings are at different angular distances (φ1, φ2) to produce webs of different widths between adjacent openings I.e. by designing the opening holding the energy storage device with different stiffness, in particular the region where the end of the energy storage device is supported, i.e. the opening arranged upstream in the direction of torque transmission In the adjacent region of the part, it is ensured that the material load on the web is made more uniform, which is particularly important in the case of driven transmission elements. As a result of this claimed action, the web functioning to hold the lower stiffness energy storage device assigned to the first part of the characteristic reduces the angular distance (φ1) between the openings. Therefore, other webs that are made narrower by bringing the opening closer, whereas functioning to hold a higher stiffness energy storage device assigned to the second part of the characteristic, The angular distance between them (φ2) is increased and is therefore made wider by moving the opening further away. In this way, the web is arranged for the direction of movement of the energy storage device that is present during operation in traction mode, since the applied torque can reach the corresponding maximum under these conditions.

  The invention will be described in more detail below on the basis of exemplary embodiments.

  FIG. 1 shows a hydrodynamic clutch device 1 in the form of a hydrodynamic torque converter that can rotate around a rotating shaft 3. The hydrodynamic clutch device 1 has a clutch housing 5 having a housing cover 7 that is permanently coupled to the pump wheel shell 9 on the side facing the drive 2 such as the crankshaft 4 of the internal combustion engine. This shell merges with the pump wheel hub 11 in its radially inner region.

  Returning to the housing cover 7, the housing cover has a journal hub 12 for supporting the bearing journal 13 in the radially inner region. In a manner known per se, the bearing journal 13 is mounted in a recess 6 in the crankshaft 4 for centering the clutch housing 5 on the drive side. The housing cover 7 also has a mounting receptacle 15 that is used for mounting the clutch housing 5 to the drive 2, ie via a flex plate 16. The flex plate is attached to the mounting receptacle 15 by means of a fastening element 40 and is attached to the crankshaft 4 by means of a fastening element 42 which is shown only schematically.

  The pump wheel shell 9 described above cooperates with the pump wheel blade 18 to form the pump wheel 17. The pump wheel includes a turbine wheel 19 including a turbine wheel shell 21 and a turbine wheel blade 22, and a stator blade. It operates with the stator 23 equipped with 28. The pump wheel 17, turbine wheel 19 and stator 23 form a hydrodynamic circuit 24 that surrounds the inner torus 25 in a known manner.

The stator blades 28 of the stator 23 are attached to a stator hub 26 that is attached to a free wheel 27. This free wheel is axially supported by the pump wheel hub 11 via an axial bearing 29 and is made non-rotatable by a pair of teeth 32 on a support shaft 30 arranged radially inside the pump wheel hub 11. , But coupled by free axial relative motion. The part of the support shaft 30, which is designed as a hollow shaft, surrounds a gearbox input shaft 36 that functions as a driven component 116 of the hydrodynamic clutch device 1, which is used for the passage of hydraulic oil. Center hole 37 is provided. The gearbox input shaft 36 has a set of jaws 34 that hold the torsional damper hub 33 in a non-rotatable position in place while still allowing free axial movement. The torsion damper hub 33 functions to hold the turbine wheel foot 31 by free relative rotation. The torsional damper hub 33 is supported on one side with respect to the aforementioned free wheel 27 via the axial bearing 35, and abuts against the housing cover 7 via the piston 54 of the bridge clutch 48 on the other side.

  The aforementioned center hole 37 of the gearbox input shaft 36 functions to supply pressure to the hydrodynamic circuit 24 and to exert pressure on the bridge clutch 48, so that the center hole is in the controller and the hydraulic oil reservoir. Need to be coupled to Neither the control device nor the hydraulic oil reservoir is shown in the drawing, but can be seen in FIG. 1 of DE 44 23 640 A1 and is therefore included in the content of the patent application of the present invention. Should be considered.

  The hydraulic oil that has flowed through the center hole 37 of the gear box input shaft 36 arrives at a chamber 50 that is disposed between the housing cover 7 and the piston 54 of the bridge clutch 48 in the axial direction. The side of the piston 54 opposite the chamber 50 faces the hydrodynamic circuit 24 and the pressure relationship within the hydrodynamic circuit 24 and the chamber 50 to engage or disengage the bridge clutch 48. It is possible to move in the axial direction between two different limit positions depending on.

  In the radially outer region of the side surface of the piston 54 facing the housing cover 7, the piston 54 bears a friction lining 68. This friction lining provides a friction area 69 that cooperates with the opposing friction area 70 of the housing cover 7. The drive-side transmission element 78 of the torsional vibration damper 80 is attached to the piston 54 by a rivet 56 at a location radially inward of the friction lining 68.

  The drive-side transfer element 78 has a radially extending region with a driver element 84 pointing radially outward, and a first group of energy storage devices 130, hereinafter referred to as the drive-side energy storage group 130. And can be operatively coupled. The drive-side energy storage group 130 extends substantially in the circumferential direction, and is supported by the driver element 88 of the drive-side cover plate 90 that covers the circumferential portion of the drive-side energy storage group 130 at the other end. The drive side cover plate 90 is non-rotatably coupled to the driven side cover plate 92 by a rivet 58 and a tenon joint 59, and similarly non-rotatably coupled to the turbine wheel foot 31 by a tenon joint 59. The cover plates 90 and 92 function together as the intermediate transmission element 94 of the torsional vibration damper 80. The tenon joint 59 performs an auxiliary function, ie, the tenon joint 59 engages with a circumferential opening 72 provided in the hub disk 82 and extending in the form of a circumferential slot, thereby covering the cover plate 90. , 92 and the hub disk 82 that is non-rotatably coupled to the torsional damper hub 33 functions as a component of the rotation angle limiter 124. In this way, the circumferential opening 72 allows relative movement of the mortise joint 59 in the circumferential direction but within certain circumferential limits. The hub disk 82 and the torsion damper hub 33 together form the driven transmission element 106 of the torsional vibration damper 80.

  Returning to the cover plates 90, 92 acting as the intermediate transmission element 94, these plates are provided with an opening 150 in the form of a spring window 62 in the radial direction between the rivet 58 and the tenon joint 59, hereinafter A second energy storage device group 132, referred to as a driven energy storage group 132, is accommodated, whereas a hub disk 82 provided as the driven transmission element 106 of the driven damping device 108 is provided with this energy storage group. Designed with a driver element 60 for 132. An opening 152 in the form of a spring window 64 is provided for the driven energy storage group 132 in the circumferential direction between these driver elements.

  The opening 150 of the intermediate transmission element 92 accommodates the energy storage devices 100 and 101 of the driven-side energy storage group 132 such that both ends of the device abut against the circumferential end of the opening. The opening 152 of the hub disk 82 provided for the first energy storage devices 100 of the driven energy storage group 132 also allows these first energy storage devices 100 to operate correctly from the beginning of the torque transmission process. In addition, these energy storage devices 100 are held at both circumferential ends. In contrast, the opening 152 of the hub disk 82 provided for the second energy storage device 101 of the driven-side energy storage group 132 has the second energy storage device 101 individually shown in FIG. In order to allow a free effective rotation angle ε1 during operation in traction mode and a free effective rotation angle ε2 during operation in propulsion mode, the energy storage devices 101 in the circumferential direction before Is also big.

  The spring window 64 of the hub disk 82 forms a circumferential boundary of the webs 154, 156 that act frictionally as the driver element 61 for the energy storage devices 100, 101 of the driven energy storage group 132. The first energy storage device 100 of the energy storage group 132 may not be as rigid as the second energy storage device 101. As a result, the tension that the second energy storage device 101 exerts on the second webs 156 assigned to them can be higher than the tension exerted on the webs 154 by the first energy storage device 100. This problem becomes particularly apparent during traction mode operation under full load, so that the webs 154, 156 adjacent in the traction direction are designed in correlation with their associated energy storage devices 100, 101. The The spring windows 64 assigned to the first energy storage device 100 in the traction direction are thus brought close to each other by a predetermined angle, preferably about 1 °, while the second energy in the traction direction. The spring windows 64 that cooperate with at least one of the storage devices 101 are likewise moved away from each other by a predetermined angle, preferably about 1 °. When the spring window 64 is about 1 ° close, a smaller angular distance φ1 is created, which takes a value of 59 ° when there are six spring windows, resulting in the formation of a narrower web 154, which On the other hand, if the spring window 64 is moved approximately 1 ° apart, an increased angular distance φ2 is created, which takes a value of 61 ° when there are six spring windows and is wider. This results in the formation of web 156. Because of their different widths, the webs 154, 156 are better adapted to different loads caused by the different stiffnesses of the energy storage devices 100, 101 with respect to their strength, which in each case means that the webs 154, This means that a circumferential dimension of 156 is optimized for load absorption.

  With respect to the drive-side energy storage group 130, this group has energy storage devices 86, 87 of different stiffness according to FIG. 8 if the stiffness of the first energy storage device 86 is less than the stiffness of the second energy storage device 87. It should be noted that, alternatively, according to FIG. 9, they have the same energy storage device 89 and therefore all of their rigidity is the same. If the energy storage devices 100, 101 of different stiffness shown in FIG. 7 are not provided for the follower energy storage group 132, this energy storage group 132 will have the same energy storage device 91 according to FIG. Have.

  The drive-side damping device 96 of the torsional vibration damper 80 is formed by a drive-side transmission element 78 associated with the drive-side energy storage group 130 and an intermediate transmission element 94, whereas the driven-side damping device 108 is driven-side. The intermediate transmission element 94 associated with the energy storage group 132 and the driven transmission element 106 are formed. The turbine wheel 19, which is effectively coupled to the intermediate transmission element 94 between the two damping devices 96, 108 functions as the mass element 112 for the torsional vibration damper 80.

  The intermediate transmission element 94 acts as a driven component for the drive damping device 96, which is rigidly coupled to the turbine wheel 19 by a tenon joint 59, so that the drive damping device 96 is an expert. It acts as a standard torsion damper called “standard TD” (see FIG. 3). In contrast, the intermediate transmission element 94 in the case of the driven-side damping device 108 functions as a drive-side component, whereas the driven-side transmission element 106 of this damping device 108 becomes non-rotatable to the torsional vibration damper hub 33. Although coupled, it can rotate relative to the turbine wheel 19. In this range, the driven-side damping device 108 acts as a turbine torsion damper (TTD) (FIG. 3).

  Thus, in the case of the torsional vibration damper 80 shown in FIG. 1, the standard torsional damper and the turbine torsional damper are connected in series to form a single structural unit and thus complement each other's specific operation. Can do. Therefore, the TDC according to FIG. 3 is obtained.

  FIGS. 4-6 show graphs in which the relevant torque currently acting is plotted against the associated deflection angle of the energy storage device of the energy storage group to illustrate the characteristics of the energy storage group 130,132. ing. That is, the operation in the traction mode is shown in the quadrant I and the operation in the propulsion mode is shown in the quadrant III. In both graphs, the first characteristic 134 assigned to the drive-side energy storage group 130 is indicated by a dashed line, and the second characteristic 140 assigned to the driven-side energy storage group 132 is indicated by a dotted line. The addition characteristic 146 formed by superimposing the two characteristics 134 and 140 is indicated by a solid line.

  With respect to the state of traction mode, FIG. 4 shows a first characteristic 134 assigned to a drive energy storage group 130 having a first portion 136 and an adjacent second portion 138, where The second portion 136 is assigned to the first energy storage device 86, and the second portion 138 is assigned to the second energy storage device 87 of the drive-side energy storage group 130. Similarly, the second characteristic 140 assigned to the driven energy storage group 132 is provided with a first part 142 and an adjacent second part 144, where the first part 142 of the characteristic is And the second portion 144 is assigned to the second energy storage device 101 of the driven energy storage group 132.

  As can be seen from the slope γ1 of the first portion 136 of the first characteristic 134 that is flatter compared to the slope γ2 of the first portion 142 of the second characteristic 140, the first of the drive-side energy storage group 130. This energy storage device 86 is not as rigid as the first energy storage device 100 of the driven energy storage group 132. Regarding the stiffness ratio SR between the first energy storage device 86 of the drive side energy storage group 130 and the first energy storage device 100 of the driven side energy storage group 132, the damping behavior particularly advantageous for the torsional vibration damper 80 is It is confirmed that the rigidity ratio is obtained in the range of 0.3 to 1.0.

  Each of the transitions of the two first parts 136 and 142 to the second part 138, 144 is performed with the same magnitude of torque, i.e., ME1 is equal to ME2, and the resulting summation characteristic 146 is The transition at the same torque, that is, the transition from the first part 147 of the addition characteristic to the second part of the addition characteristic 148 is shown. This is then followed by a third part 149 of the summing characteristic, which means that the second part 144 of the second characteristic 140 develops to a greater torque than the second part 138 of the first characteristic 134. Derived from the fact that The three parts 147, 148, 149 of the summing characteristic can be merged together with a slight discontinuity. This type of discontinuity can be perceived as a transition of the natural frequency of the torsional vibration damper 80 to a higher rotational speed level. However, this condition causes the respective ends ME1 and ME2 of the associated first parts 136, 142 of the two characteristics 130, 132 to be above a value of about 10-30% of the static torque MS by a predetermined value. It can be repaired by adjusting so that, even if a very strong torsional vibration should be superimposed on the static torque MS, the torque does not reach the values ME1 and ME2. Accordingly, there is no change between portion 136 and portion 138, or no change between portion 142 and portion 144. The danger of such operating conditions is that in FIG. 11 where the bridge clutch 48 has already been used and assigned to the drive 2 at a low speed level, i.e. a partial load range associated with fuel savings of about 1,000 rpm. The illustrated accelerator 44 is greatest when the downstream throttle valve 45 of the mixture preparation station 46 is operated at an angle α that opens to an angle β. In this energy saving mode, the angle β can be in the range of about 30-80% of the deflection distance of the throttle valve 45.

  In this design of the energy storage groups 130, 132 of the torsional vibration damper 80, the first energy storage devices 86, 100 of the two energy storage groups 130, 132 are therefore the second of the two energy storage groups 130, 132. Before the energy storage devices 88, 101 are continuously activated, they begin to operate continuously.

  FIG. 5, which reflects the state of the traction mode, shows a first characteristic 134 assigned to the drive energy storage group 130 having a single portion 137 assigned exclusively to the same energy storage device 89. In contrast, the second characteristic 140 assigned to the driven energy storage group 132 is provided with a first part 142 and an adjacent second part 144, where the first part 142 of the characteristic is Assigned to the first energy storage device 100 and the second part 144 of the characteristic is assigned to the second energy storage device 101 of the driven energy storage group 132.

  As can be seen from the slope γ1 of the portion 137 of the first characteristic 134 that is flatter compared to the slope γ2 of the first portion 142 of the second characteristic 140, the first energy storage of the drive side energy storage group 130. The device 89 is not as rigid as the first energy storage device 100 of the driven energy storage group 132. Regarding the stiffness ratio SR of the energy storage device 89 of the drive-side energy storage group 130 to the first energy storage device 100 of the driven-side energy storage group 132, the damping behavior particularly advantageous for the torsional vibration damper 80 is 0.3-1. It has been confirmed that it is obtained with a stiffness ratio in the range of zero.

  The torque ME1 at which the portion 137 of the first characteristic 130 ends is different from the torque ME2 at which the first portion 142 of the second characteristic 132 passes through the second portion 144, so the resulting summation characteristic 146 is the torque It has at least essentially no transition portion 147 at the angle assigned to ME2. Only when the portion 137 of the first characteristic 130 reaches the torque ME1, that is, in the transition from the first portion 147 of the addition characteristic to the second portion 148 of the addition characteristic, a discontinuity occurs. However, this discontinuity only occurs at relatively high torque ME1, and is therefore outside the part load range associated with fuel savings. This discontinuity in which the deformation path of the energy storage device 89 assigned to the portion 137 of the first characteristic 130 is at least essentially used up is not important to this extent.

  In this design of the energy storage groups 130, 132 of the torsional vibration damper 80, both the energy storage devices 100, 101 of the driven energy storage group 132 are initially active but then the second energy storage group 130 of the driven energy storage group 130. Only the energy storage device 101 is deformed.

  FIG. 6 shows a state of the traction mode in which the first characteristic 134 assigned to the drive-side energy storage group 130 is given a single portion 137 that is exclusively assigned to the same energy storage device 89. Similarly, the second characteristic 140 assigned to the driven energy storage group 132 is given a single portion 139 that is exclusively assigned to the same energy storage device 91.

  In this design of the torsional vibration damper 2, the drive side energy storage group can be seen from the steeper slope γ1 of the portion 137 of the first characteristic 134 compared to the slope γ2 of the portion 139 of the second characteristic 140. The energy storage device 89 of 130 is more rigid than the energy storage device 91 of the driven energy storage group 132. However, other designs in which the stiffness of the energy storage device 89 of the drive side energy storage group 130 is smaller than the stiffness of the energy storage device 91 of the driven side energy storage group 132 are also conceivable. Regarding the stiffness ratio SR between the energy storage device 89 of the drive side energy storage group 130 and the energy storage device 91 of the driven side energy storage group 132, a particularly advantageous damping behavior for the torsional vibration damper 80 is 0.7. It has been confirmed that it is obtained at a ratio in the range of -1.2.

  The transition of the second characteristic 140 to the first characteristic 134 occurs at a torque value ME2 that is just below or at least essentially equal to the maximum possible amount of torque that can be supplied by the drive unit 2. On the other hand, since the torque value ME1 of the first characteristic 134 is just above the maximum amount of torque that can be supplied by the drive unit 2, the resulting addition characteristic 146 has a relatively high torque value. There is no transition until ME2 is reached, and only then is the transition from the first part 147 of the addition characteristic to the second part 148 of the addition characteristic. In this case, the torque value is preferably selected such that the lower torque value ME2 is at least essentially 80-100% of the maximum possible torque to be transmitted by the drive unit 2, On the other hand, the higher torque value ME1 is at least essentially 110 to 120% of the torque to be transmitted. Thus, the torque value ME1 can be set to a value that is approximately 10 to 40% larger than the torque value ME2.

  In this design of the energy storage groups 130, 132 of the torsional vibration damper 80, the energy storage devices 89, 91 of the two energy storage groups 130, 132 are operating simultaneously until the torque value ME2 is reached, after which the first The energy storage devices 89 of the energy storage groups 130 and 132 operate independently.

  Although the inventive design of the energy storage groups 130, 132 described above has been described on the basis of a TDC torsional vibration damper, these designs of the energy storage groups 130, 132 are, for example, pure standard torsional dampers or pure pure torsional dampers. It is also conceivable that it can be implemented with a torsional vibration damper having different functions such as a turbine torsion damper. However, a prerequisite for such an implementation is that the individual torsional vibration dampers of interest must have two energy storage groups connected in series.

2 is an upper half of a longitudinal section of a hydrodynamic clutch device having a bridge clutch and a torsional vibration damper equipped with two energy storage devices. 2 is a log plot of an amplitude-frequency curve in a turbine wheel of a hydrodynamic clutch device. It is the schematic of the rotation fluctuation curve of a different torsional vibration damper. FIG. 6 is a graph of torsional vibration damper characteristics including an additive characteristic acquired as the sum of two secondary characteristics each having two different portions. Similar to FIG. 4 in that it exhibits an additive characteristic, but in FIG. 5, the additive characteristic is obtained as the sum of a first characteristic having a single part and a second characteristic having two different parts. . Similar to FIG. 4 in that it shows an addition characteristic, but in FIG. 6, the addition characteristic is obtained as the sum of two secondary characteristics each having only a single portion. FIG. 2 is a drawing of a hub disk of a driven energy storage group viewed in direction A of FIG. 1. 2 is a drawing of a drive side energy storage group having two energy storage devices of different stiffness connected in series. FIG. 9 is a view similar to FIG. 8 but showing only the same energy storage device. FIG. 10 is a view similar to FIG. 9 but of a driven energy storage group. 2 is a drawing of a throttle valve for intervening in the behavior of a drive unit mounted in front of a hydrodynamic clutch device;

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hydrodynamic clutch apparatus 2 Drive part 3 Rotating shaft 4 Crankshaft 5 Clutch housing 6 Opening part 7 Housing cover 9 Pump wheel shell 11 Pump wheel hub 12 Journal hub 13 Bearing journal 15 Mounting receptacle 16 Flex plate 17 Pump wheel 18 Pump Wheel blade 19 Turbine wheel 21 Turbine wheel shell 22 Turbine wheel blade 23 Stator 24 Hydrodynamic circuit 25 Inner torus 26 Stator hub 27 Free wheel 28 Stator blade 29 Axial bearing 30 Support shaft 31 Turbine wheel foot 32 Tooth set 33 Torsion damper hub 34 Set of teeth 35 Axial bearing 36 Gearbox input shaft 37 Center hole 38 Seal 4 42 fastening element 44 accelerator 45 throttle valve 46 mixture preparation region 48 bridge clutch 50 chamber 54 piston 56 rivet 58 rivet 59 mortise joint 60, 61 driver element 62, 64 spring window 66 friction lining carrier 68 friction lining 69 friction region 70 opposite Friction area 72 Circumferential opening 78 Drive-side transmission element 80 Torsional vibration damper 82 Radial outer hub disk 84 Driver element 86 First energy storage device 87 Second energy storage device 88 Driver elements 89, 91 Exclusively identical Energy storage device 90, 92 Cover plate 94 Intermediate transmission element 96 Drive side damping device 100 First energy storage device 101 Second energy storage device 104 Radial inner hub disk 106 Drive side transmission element 10 Drive-side damping device 112 Mass element 116 Drive-side component 124 Rotation angle limiter 130 Drive-side energy storage device group 132 Drive-side energy storage device group 134 First characteristic 136 First part of characteristic 137 Only characteristic part 138 Characteristic Second part 139 characteristic part only 140 second characteristic 142 characteristic first part 144 characteristic second part 146 addition characteristic 147 characteristic first part 148 characteristic second part 149 characteristic second Part 3 150 Opening of intermediate transmission element 152 Opening of driven transmission element 154, 156 Web

Claims (26)

A torsional vibration damper for a bridge clutch of a hydrodynamic clutch device,
A drive-side damping device operatively coupled to the clutch device housing;
A drive-side transfer element coupled to the intermediate transfer element by a drive-side energy storage device group;
A driven-side damping device for establishing an operational coupling between the intermediate transmission element and a driven-side transmission element coupled to a driven-side component of the hydrodynamic clutch device using a group of driven-side energy storage devices In a torsional vibration damper having
At least two different energy storage devices (86, 132) for generating a characteristic (134; 140) having at least two parts (136, 138; 142, 144), wherein at least one group of energy storage devices (130, 132). 87; 100; 101) and a predetermined stiffness ratio (SR) of the first energy storage group (130) of the first energy storage group (130) and the second energy storage group (132). Of the first energy storage device (100) and the first energy storage device (86) of the first energy storage group (130) is at least essentially essential to the second energy storage device (100). A torsional vibration damper having a rigidity lower than that of the first energy storage device (100) of the storage group (132).   Each of the two groups of energy storage devices (130, 132) is in each case at least two different to produce a characteristic (134, 140) having a plurality of parts (136; 138; 142, 144). The torsional vibration damper according to claim 1, comprising an energy storage device (86, 87; 100, 101).   The first part (136, 142) of the characteristic (134, 140) of the two energy storage groups (130, 132) ends at least essentially with the same torque value (ME), The torsional vibration damper according to claim 1.   The first part (136, 142) of the characteristic (134, 140) of the two energy storage groups (130, 132) ends at least essentially with different torque values (ME1, ME2) The torsional vibration damper according to claim 1 or 2.   The second part (138) of the characteristic (134) of the energy storage group (130) designed with lower stiffness is at least essentially in the range of 80-100% of the torque generated by the drive (2). The second part (144) of the characteristic (140) of the energy storage group (132), which is designed with a higher stiffness, at least essentially, ends with the torque value (ME3) at Torsional vibration damper according to any one of claims 1 to 4, characterized in that it ends with a torque value (ME4) in the range of 110 to 120% of the torque generated by the part (2). A torsional vibration damper for a bridge clutch of a hydrodynamic clutch device,
A drive-side damping device operatively coupled to the clutch device housing;
A drive-side transfer element coupled to the intermediate transfer element by a drive-side energy storage device group;
A driven damping device that uses a driven energy storage device group to establish an operating coupling between the intermediate transmission element and a driven transmission element coupled to a driven component of the hydrodynamic clutch device; In a torsional vibration damper having
At least one first energy storage device group (130) is composed only of identical energy storage devices (89) for producing a characteristic (134) having a single part (137), and at least one The second group of energy storage devices (132) has at least two different energy storage devices (100, 101) for producing a characteristic (140) having at least two parts (142, 144); Of the first energy storage group (130) with the same energy storage device (89) and the second energy storage group (132) with a different stiffness ratio (SR). 101) and the exclusively identical energy storage device (89) of the first energy storage group (130) is at least Qualitatively, the second torsional vibration damper and having a first stiffness lower than an energy storage device (100, 101) of the energy-storage group (132).   The exclusive energy storage device (89) of the first energy storage device (86) or the first energy storage group (130) and the first energy storage device (132) of the first energy storage device (86). The torsional vibration according to any one of claims 1 to 6, characterized in that the stiffness ratio (SR) between the energy storage device (100) and the energy storage device (100) is in the range of 0.3 to 1.0. damper.   The characteristic (134) of the first energy storage group (130) is provided with a single part (137) and ends with a torque value (ME1), whereas the characteristic of the second energy storage group (132) ( The torsional vibration damper according to claim 6 or 7, characterized in that the first part (142) of 140) ends with a torque value (ME2) and the torque values (ME1, ME2) are different from each other.   The single part (137) of the characteristics (134) of the first energy storage group (130) designed with lower stiffness is essentially 80-100% of the torque generated by the drive (2). The second part (144) of the characteristic (140) of the energy storage group (132) designed with higher stiffness, at least essentially, ends with a torque value (ME1) in the range of Torsional vibration damper according to any one of claims 6 to 8, characterized in that it ends with a torque value (ME4) in the range of 110 to 120% of the torque generated by the drive part (2). A torsional vibration damper for a bridge clutch of a hydrodynamic clutch device,
A drive-side damping device operatively coupled to the clutch device housing;
A drive-side transfer element coupled to the intermediate transfer element by a drive-side energy storage device group;
A driven-side damping device for establishing an operational coupling between the intermediate transmission element and a driven-side transmission element coupled to a driven-side component of the hydrodynamic clutch device using a group of driven-side energy storage devices In a torsional vibration damper having
Each of the two energy storage groups (130, 132) has exclusively the same energy storage device (89, 91), and a predetermined stiffness ratio (SR) is defined as the first energy storage group (130 ) And the energy storage device (89) of the first energy storage group (130) obtained between the energy storage device (89) of the second energy storage group (132). ) At least essentially has a different stiffness from the energy storage device (91) of the second energy storage group (132).   The energy storage device (89) of the first energy storage group (130) is at least essentially more rigid than the energy storage device (91) of the second energy storage group (132). The torsional vibration damper according to claim 10.   A single portion (137) is provided in the characteristic (134) of the first energy storage group (130), ends with a torque value (ME1), and is simply in the characteristic (140) of the second energy storage group (132). A portion (139) is provided and ends with a torque value (ME2), the torque value (ME1) of the first energy storage group (130) becomes the torque value (ME2) of the second energy storage group (132). The torsional vibration damper according to claim 10, wherein the torsional vibration damper is different from the torsional vibration damper.   A single part (139) of the characteristics (140) of the energy storage group (132) designed with lower stiffness is essentially in the range of 80-100% of the torque generated by the drive (2). A single part (137) of the characteristic (134) of the energy storage group (132), which ends with a torque value (ME2) and is designed with higher rigidity, is generated at least essentially by the drive (2). The torsional vibration damper according to any one of claims 10 to 12, characterized in that it ends with a torque value (ME1) in the range of 110 to 120% of the torque.   The stiffness ratio (SR) between the energy storage device (89) of the first energy storage device (130) and the energy storage device (91) of the second energy storage group (132) is 0.7. It exists in the range of -1.2, The torsional vibration damper as described in any one of Claims 10-13 characterized by the above-mentioned. A torsional vibration damper for a bridge clutch of a hydrodynamic clutch device,
A drive-side damping device operatively coupled to the clutch device housing;
A drive-side transfer element coupled to the intermediate transfer element by a drive-side energy storage device group;
A driven-side damping device for establishing an operational coupling between the intermediate transmission element and a driven-side transmission element coupled to a driven-side component of the hydrodynamic clutch device using a group of driven-side energy storage devices In a torsional vibration damper having
The predetermined stiffness ratio (SR) is such that the energy storage devices (86, 89) of the first group (130) of energy storage devices and the energy storage devices (100, 91) of the second group (132) of energy storage devices. ) And the energy storage device (86, 89) of the first energy storage group (130) is at least essentially allocated to the energy storage device of the second energy storage group (132). Having a stiffness different from the stiffness of the device (100, 91), and the energy storage device (86, 89) of the first energy storage group (130) and the energy storage of the second energy storage group (132). A torsional vibration damper characterized in that the rigidity ratio (SR) between the device (100, 91) is in the range of 0.3 to 1.2.   The stiffness ratio (SR) between the energy storage device (86, 89) of the first energy storage group (130) and the energy storage device (100, 91) of the second energy storage group (132) is The torsional vibration damper according to claim 15, wherein the torsional vibration damper is in the range of 0.3 to 1.0 or 0.7 to 1.2.   The first energy storage device group (130) is a drive-side energy storage group (130), and the second energy storage device group (132) is a driven-side energy storage group (132). The torsional vibration damper according to any one of claims 1 to 16, wherein:   With respect to the transition of the first part (136, 142) of the characteristic, the first energy storage device (86, 100) of both energy storage groups (130, 132) or alternatively the single part (137, 142) of the characteristic. 139), the same energy storage device (89, 91) is the throttle valve (146) arranged in the range of approximately 25-50%, and the partial load range of the drive unit (2) The torsional vibration damper according to claim 1, wherein the torsional vibration damper is adapted.   A part (136) of the first energy storage device (86, 100) of the energy storage group (130, 232) or a single part (137) of the characteristic of the drive side energy storage group (130) is a throttle valve (45 19) Ends in a torque range (ME) that exceeds the static torque (MS) supplied by the drive (2) at a preferred position by a predetermined value. The torsional vibration damper described.   The characteristic part (136) of the first energy storage device (86, 87) of the two energy storage groups (130, 132) or the single part (137) of the characteristic of the drive-side energy storage group (130) is the throttle valve. 19. A torque range (ME) that exceeds the static torque (MS) supplied by the drive unit (2) at a preferred position of (45) by a predetermined value of 10-30%. The torsional vibration damper described.   A clutch device having at least one pump wheel and a turbine wheel to form a hydrodynamic circuit, the intermediate transmission element (94) being non-rotatably coupled to the turbine wheel (19), 21. A torsional vibration damper according to any one of claims 1 to 20, characterized in that the driven transmission element (106) of (108) is non-rotatably coupled to the driven component (116).   The turbine wheel (19) is coupled to the driven side transmission element (106) of the driven side damping device (108) by free relative rotational movement, and the driven side transmission element (106) is non-rotatable driven side component ( 116) The torsional vibration damper according to any one of claims 1 to 21, characterized in that the torsional vibration damper acts on 116).   The energy storage device (88, 87; 89) of the drive side damping device (96) is held by an intermediate transmission element (94) surrounding at least some portion of the winding of the energy storage device, and the driven side damping device ( 108) an energy storage device (100, 101; 91) in the opening (150) of the intermediate transmission element (94) and in the opening of the driven transmission element (106) of the driven damping device (108). The torsional vibration damper according to any one of claims 1 to 22, wherein the torsional vibration damper is held by (152).   The intermediate transmission element (94) provided to hold the energy storage device (100, 101) and the corresponding opening (152) in the driven transmission element (106) of the driven damping device (108). ) Openings (150) have different angular distances (φ1, φ2) between the openings to form webs (154, 156) of different widths between the associated openings (150, 152). The openings (150, 152) designed to hold an energy storage device (86) assigned to the first portion (142) of the characteristic to form a narrower web (154). ) Separated from each other, the opening (150, 1) provided to hold the energy storage device (101) assigned to the second part (144) of the characteristic. 24. Torsion according to any one of the preceding claims, characterized in that 2) is smaller than the angular distance (φ2) separated from each other, so that a wider web (156) is formed. Vibration damper.   Openings (150, 152) that are separated from each other by a smaller angular distance (φ1) are moved closer together by an angle of up to 5 ° relative to a design in which all openings are separated by the same angle. , The openings (150, 152) separated from each other by a larger angular distance (φ2) can be further increased by an angle of up to 5 ° relative to the design in which all openings (150, 152) are separated by the same angle. The torsional vibration damper according to claim 24, wherein the torsional vibration damper is moved far away.   Openings (150, 152) separated from each other by a smaller angular distance (φ1) are closer together, at least essentially by an angle of 1 °, to a design in which all openings are separated by the same angle. The openings (150, 152) that are moved apart and separated from each other by a larger angular distance (φ2) are at least essentially against the design in which all openings (150, 152) are separated by the same angle. 26. The torsional vibration damper according to claim 25, wherein the torsional vibration damper is moved farther away by an angle of 1 [deg.].

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